System of control



June 26, 1923. 1,460,190

- 0. WORTMAN SYSTEM OF CONTROL Filed Sept. 23 1921 2 Sheets-Sheet 1WITNESSES: INVENTOR 1 z ommuwm. 0H0 War/mar;

ATTRNEY June 26, 1923.

O. WORTMAN SYSTEM OF CONTROL 2 Sheets-Sheet 2 Ground INVENTOR w. MWWWWMWWW Filed Sept. 23

WITNESSES: i

-A1;TORNEY Patented June 26, 1923.

UNITED STATES OTTO VJORTMAN, OF AUDUBON NEVJ JET -EY, JRSSIGNOR T0VIESTINGHOUSE ELEC- TRIO & MANUFACTURING COMPANY, ii CUBPORATl-"ON OFPENNSYLVANIA.

SY$TEM OF CONTROL.

Application filed September 23, 1921.

T0 aZZ whom it may concern.

Be it known that I, Orro Vi onrMAN, acitizen of the United States, and aresident of Audubon, in the county of Camden and State of New Jersey,have invented a new and useful Improvement in Systems of Con trol, ofwhich the following is a speciiioa ;tion.

My invention relates to motor-control systems and it has particularrelation to control systems for governing the operation of a pluralityof motors that drive a railway vehicle.

One object of my invention is to provide a control system that shall berelatively simple and economical in construction and .positive andreliable in operation.

Another object of my invention is to pro vide a control system having aplurality of controllers that shall be so arranged that it will beimpossible to operate the motors when any of the controllers occupy anincorrect position with respect to the other controllers.

Briefly speaking, my invention consists in providing certain interlocksupon a plu rality of main reversers and a changeover switch, wherebyenergization of the actuating coil of the line switch or circuit-breakeris prevented, if the main reversers and the changeover switch occupyimproper positions. An interlock is also provided to prevent actuationof the changeover switch durin energization of the motors.

l or a better understanding of my inven tion, reference may be made tothe accompanyin drawings,

Figure 1 of which is a diagrammatic View of the main circuits of acontrol system embodying my invention;

Fig. 2 is a sequence chart showing the order of closure of the switchesor contactors that are illustrated in Fig. 1:

Fig. 3 is a diagrammatic view of the auxiliary circuits that govern theenergization of the actuating coils of the contactors shown in Fig. 1;and

Fig. 4c is a diagrammatic view of one of the contactors or switchesemployed in the control system illustrated in Fig. 1.

Referring particularly to Fig. 1, a plurality of motors 1 to 4,inclusive respec tively having armatures 5 to 8 and correspondingfield-magnet windings 9 to 12, are energized -from a suitable source ofenergy,

Serial No. 502,594.

such as the trolley-conductor 13 and a return circuit marked Ground.

A plurality oi line switches 14 and 15 and control switches 16 to 20,inclusive, are employed for successively connecting the motors 1 to linclusive, in-series and in seriesparallel relation or inseries-parallel and parallel relation, in accordance with the pos tionoccupied by a series-parallel or ch ieover switch 21.

iangeover switch 21 is provided with a series position for connectingthe motors 1 and 2 in series relation one with the other and forconnecting the motors 3 and l in corresponding relation. The changeoverswitch 21 is i'urther provided with a parallel position 'ior connectingthe motors 1 and 2 in parallel. relation and the motors 3 and 4: inparallel relation the one with the other.

i: I rality 0;. starting resistors 22, 23 and 21 are employed forgoverning the current traversing the meters 1 to 4-, inclusive. duringthe acceleration thereof. A plurality of crating cont-actors 25, 26 and27 are oycd for shunting the starting resistor iii a plurality ofcontactors 28, 29 and correspondingly employed to shunt porti ns of thestarting resistor 24.

A. main reverser 31 is employed to change he relation ot the seriesfield-magnet windand .10 of the motors 1 and 2, respeci\ to theircorresponding armatures 5 no. 6 to secure reverse operation of the moorsl and 2. l-inother main reverser 32 is i..ple ved for changing therelation of the cries iieldanagnet windings 11 and 12 of he motors 3 andi, respectively, to the corresponding armatures 7 and S, to securereverse operation of the motors 3 and 4:.

Referring particularly to Fig. 3 of the drawing, a plurality of speedcontrollers 34 and 35 are respectively mounted at the opposite ends oi?the car or railway vehicle to be driven. Each of the controllers andhave an oi f position and a plurality of operating positions a to 0inclusive. For the sake of clearnesa only a portion of the controllerhas been illustrated. A plurality oi master reversers 36 and 37 arerespectively mounted at the opposite ends of the car. Each of the masterreversers 36 and 37 is provided with an oil position a forward positionand a reverse position.

A plurality of canopy switches 38 and 39 are respectively mounted at theopposite ends of the car. A plurality of reset switches 40 and masterseries-parallel switches 41 are preferably mounted upon both ends of thecar, but only those located at one end of the car are illustrated.

The reset switch 40 has an off position and an on position. It isnormally biased to its off position by means of a resilient member (notillustrated).

The master series-parallel switch 41 has an off, a parallel and a seriesposition. The switch 41 is normally biased to its off position. Thereset switches 40 at the two ends of the car are connected in parallelrelation and the master series parallel switches 41 at the two ends ofthe car are likewise connected in parallel relation.

The operation of the control system is begun by actuating the canopyswitches 38 and 39 to their on position, thereby establishing anauxiliary circuit from the trolley-wire 13 through the canopy switches38 and 39 and auxiliary control resistor 43 to Ground.

Energization of the actuating coils of the remaining switches iseffected by taps from the auxiliary control resistors 43 and 44. Themaster series-parallel switch 41 is actuated from its oil to either itsseries or parallel position, depending upon whether the trolley-wire 13is energized by relatively high or low voltage, such, for example, ascircuits of 1200 and 600 volts, which are frequently employed for theoperation of interurban railway vehicles.

Iii the master series-parallel switch 41 is actuated to its seriesposition, series coil 45 of the change over switch 21 is energized,provided that both the speed controllers 34 and 35 are in their oilposition, by a cir cuit that is established from the trolley-wire 13through the canopy switches 38 and 39, auxiliary resistor 44, controlfingers 47 and 48 of the speed controller 34, which are bridged bycontact segment 49 only when controller 34 is 1n its oil position,control lingers 51 and 52, which are bridged by contact segment 53 ofspeed controller 35 when it is in the off position, contact arm 54 andstationary contact member 55 of the master series-parallel switch 44,control lingers 56 and 57, which are bridged by contact segment 58 ofthe changeover switch 21 when the changeover switch 21 is in itsparallel position, series actuating coil 45, auxiliary control resistor59 and interlock 16- out to Ground.

When the series coil 45 of the changeover switch 21 is energized, anelectrical device of which the coil 45 constitutes a portion actuatesthe controller 21 to its series position. When the changeover switch 21occupies its series position, the control lingers 56 and 57 are nolonger engaged by the contact segment 58 and the series coil 45 isdeenergized.

If the operator desires to bring the changeover switch 21 to itsparallel position the master changeover switch 41 is actuated to itsparallel position, to establish a circuit from the trolley-wire 13through canopy switches 38 and control resistor 44-, control lingers 47and 48 of the speed controller which are bridged by contact segment 49,control lingers 51 and 52, which are bridged b contact segment 53 of thespeed controller 35, movable arm 54 and contact segment 59 of the masterchange over switch 41, control fingers 61 and 62 of the main changeoverswitch 21, which are bridged by contact segment 63, parallel actuatingcoil 64, auxiliary control resistor 59 and interlock ltj-out to Ground.

The parallel actuating coil (34 constitutes a portion of the electricaldevice that is also governed by the series actuating coil When thechangeover switch 21 has been actuated from its series to its parallelposition, the control lingers 61 and ('32 are no longer engaged bycontact segment 63 of th changeover switch 31, and the parallel coil (34is deenergized.

From the above description of the control circuits "for governing themain changeover switch 21, it is apparent that neither the series coil45 nor the parallel actuating coil 64 thereof may be energized, unlessboth of the speed controllers 34 and 35 occupy their oil positions. Oncethe contactor 16 has closed, the closure of which is efiected uponeither of the speed controllers 34 and 35 occupying its first operatingposition, the interlock 16-out prevents either of the actuating coils 45or (34, which govern the actuation of the changeover switch 21, frombecoming energized. This arrangement of circuits prevents the changeoverswitch 21 from being operated at a time when incorrect circuits might beestablished by its moven'umt to another position.

A reset coil (56 is provided tor the overload relay 6?, which governsthe energization of the actuating coil of the line switch 15. The resetcoil 66 can be energized only when both speed controllers 34 and 35-occupy their o'tl' positions and the reset switch 411 occupies its onposition. Under these conditions. a circuit tor the reset coil (,6 isestablished from the trolley-wire 13 through canopy switches 38 and 39.control resistor 44, control fingers 47 and 48, which are bridged bycontact segn'ient 49 of the speed controller 34 and control fingers 51and 52. which are bridged by contact segment 53 ot' the speed controller35, reset arm (11' and stationary contact member 68 of the reset switch40, auxiliary resistor 69, reset coil 66 and interlock 16-out to Ground.Thus, the reset coil 66 can not be energized, it the switch 16 occupiesits closed position.

When the changeover switch 21 occupies the desired series or parallelposition, the next operating step is to actuate either the masterreverser 36 or the master reverser 37 to its forward or reverseposition, in accordance with the direction of operation desired. If themaster reverser 36 is actuated to its forward position, then upon thespeed controller 3 1 being actuated to its first position, a circuit isestablished from trolleywire 13 through canopy switches and 39, controlresistor 4-3, control fingers 71 and 72 of the speed controller 34,which are bridged by contact segment T3, control lingers T 1 and 75 ofthe master reverser 36, which are bridged by contact segment Y6, controlfingers 77 and 78, which are bridged by contact segment 79 of the mainreverser 31 and parallel-connected forward actuating coils 80 and S1 ofthe main rei'erser" 31 and 32, respectively, to Ground.

When the main reverser 31 occupies its forward position, the controlfinger 73 is no longer engaged by the contact segment 79, whereby theforward actuating coils 80 and 81 are tie-energized.

When the main reversers 31 and 32 occupy their forward position, acircuit is established from the positively ener ized control finger 7'?through contact s V out 7 9 and control. linger 82 of the main reverser31, control fingers 83 and 84 ot the main reverser 32, which are bridgedby contact segment 85, contact members of the overload relay 67, controlfingers 86 and S7 of the changeover switch 21 which are bridged bycontact segment 88, and parallel-coin nected actuating coils of theswitches 15 and 16 to Ground.

If the changeover switch 21 does not tally occupy either its series orits parallel position, control fingers S6 and 87 will not be bridged bythe one or the other of contact segments 88 and 89. This arrangement ofcontacts prevents closure of the line switch 15, if the changeoverswitch 21 does not occupy its proper position.

It the main reversers 31 and 32 do not both occupy their forwardposition, the circuit between the contact segments 9 and ot the mainreversers 31 and respectively, will not be electrically connected by acircuit comprising the control fingers 32 and 83. This arrangement o'tinterlocks prevents the line switch 15 from being encrgized, it eitherof the main reversers 31 or doesnot occupy its t'orward position whenthe master reverser occupies i forward position.

It the operator desires to drive the vehicle in a reverse direction, hewill actuate the master controller 36 to its reverse position. therebyestablishing a circuit from the trol lay-wire 13 through the canopyswitches 38 and 39, control resistor &3, control fingers 71 and 72,which are bridged by contact segment 73 of the speed controller 31;,control fingers T 1 and 91 of the master rererser 36, which are bridgedby contact segment control fingers 93 and 9 1-, which are bridged bycontact segment 95 of the main reverser 31, and parallel-connectedreverse actuating coils 96 and 9? of the main re vc-rsers 31 and 32,respectively, to Ground.

Upon the main reversers 31 and 32 occupying their reverse positions, acircuit is establshed from the positively-energiz:ed contact segment 9of the main reverser 31 through control linger 98 thereof, controlfingers 99 and 101 which are bridged by contact segment 102 ot' the mainrevcrser 32, contact members of the overload relay 67, control fingers86 and 8'? oi the changeover switch 21-which are bridged by eithercontact segment 38 or 89, depending upon whether the changeover switch21 occupies its series or parallel position-and the parallel-connectedcoils of the switches 15 and 16 to Ground.

Upon the speed controller being actuated to position a, anotherauxiliary circuit established from the positively-energized control lingT1 oi: the speed controller 34L thrmigh contact 73, control finger 103,interlock 19-out and the actuating coil oi the series switch 17 toGround.

lVhen the switches 15 16 and 17 are closed, a main circuit isestablished from the trolley-wire 13 through line switch 15, starting r.istor 22, switch 16, armature 5 of the motor 1, main revcrser 31,series fieldniiagnet winding 9 of the motor 1, control fingers 105 and106 which are bridged by contact segment 10? of the changeover switch21, it the changeover switch 21 occupies its series position, armature 6of the motor 2, main revcrser 31, series field-mag net winding 10 ol themotor 2, starting resistor series contactor 17, starting resistor 2'2,armature 7 of the motor 3, main reverser 32, series field-magnet winding11. control lingers and 109, which are bridged by contact segment 110 oichangeover switch 21, armature 8 of the motor 4, main reverser 32 andseries field-magnet winding 12 ot' the motor 1 to Ground.

When the speed controller 3% occupies its position F), a circuit isestablished from the positively-cnergiited contact segment the/reelthrough control linger 112, interlock 15in and the actuating coil of theline switch or ClI'CLlliZ-l31021l121 li to n \cwround. The :startingresistor is shunted by the closure ot the line switch 1st. As the inaini it of he control systeu'i are well understood in the art, it isconsidered unnecessary to describe the acceleration of the 1notors 1 toinclusive, further than to say that after the resistors 23 and 2 1- havebeeh shunted by the closure of the contactors 25 to 30, inclusive, inaccordance with the steps 0 to i of the sequence chart, the motors 1 and2 are connected in parallel relation to the motors 3 and 1: by means ofthe closing of parallel-connecting contactors i9 and 20 and the openingor series contactor 17. The contactor 18 is employed during a portion ofthe transition period to shunt the starting resistors and 24:.

After the motors 1 to 1, inclusive, are connected in parallel groups,the starting resistors 23 and are shunted in ac cordance with steps 7ato 0 of the sequence chart.

It the changeover switch 21 occupies its parallel position, the motors 1and 2 are '211- nected in parallel relation by the control fingers 106and 113 being bridged by contact segment 11st and control lingers 1G5and being bridged by contact segment 116 ot the changeover switch 21.

The motors 3 and i are also connected in parallel relation by controlfingers 10S and 117 being bridged by contact segments 11S and thecontrol lingers 109 and 119 being bridged by contact segment 120 ot thechangeover switch 21.

lVhen the motors 1 and 2- and the motors 3 and a are connected inparallel relation, the closure of the contactors that are illustrated inFig. 1 is effected in the same order as when the changeover switch 21occupies its series position; In other words, the clo sure of thecontaotors shown in Fig. 1 occurs in accordance with the sequence chartof Fi 2 regardless of whether the changeover switch 21 occupies itsseries or its parallel position.

From the above description, it is apparent that I have provided acontrol system that prevents the closure of a line switch unless bothmain reversers occupy corresponding forward or reverse positions and thechangeover switch fully occupies either its series or its parallelposition. Itis also impossible to actuate the changeover switch so longas the motors are energized.

lVhile I have shown my invention in the preferred form, it is apparentthat minor modifications may be made in the arrangement of circuits andapparatus without departing from the spirit of my invention. I desire,therefore, to be limited only by the scope of the appended claims.

I claim as my invention:

1. In a control system, the combination with a plurality of motors, of aplurality oi main controllers for reversing said motors, each of saidcontrollers having a forward and a reverse position, a changeover switchhaving a plurality of positions for connecting said motors in differentrelations, a line switch, a master controller for governing said switchand a plurality of interlocks controlled by said reversing controllersand said changeover switch for preventing the closure of said lineswitch upon any of said reversing controllers or said changeover switchoccupying incorrect positions.

In a control system, the combination with a plurality of dynamo-electricmachines and a switching device having a plurality of positions forconnecting said machines in ditierent relations, of a plurality ofcontrollers for governing the energization of said machii each of saidcontrollers having a pi ality of positions, and means for actua L saiddevice, said means being operative onlynpon said controllers occupyingcorrespmidmg positions.

In a control "en, the combination with a plurality oi tlynamo-electricmachines and a chan eover switch, of a pin-- rality oi controllers forgoverning said machines, each of said controllers having an offposition, of means for actuating said changeover switch and means torrendering said actuating means inoperative upon either of saidcontrollers being out of its oit' position.

t. In a control system, the combination with a plurality ot motors, anda changeover switch having a plurality of positions for connecting saidmotors in dilli'erent relations, 01 a plurality oi controllers having aplurality of positions for governing the energization of said motors, anelectrical device for etlecting the actuation of said changeover switch,means for energizing said device, and means governed by said controllersfor rendering said energizing ineans operative only upon saidcontrollers occupying their oil positions.

5. In a control system, the combination with a plurality ofdynamo-electric machines and a changeover switch having a plurality ofpositions for connecting said machines in different relations, of meanscomprising a plurality of coils for actuating said switch, a masterswitch for governing the energization of said coils and a controller forgoverning the energization of said machines and means tor preventing theenergization of said coils unless said motors are tie-energized.

(3. In a control system, the combination with a plurality of motors, ota plurality of controllers for governing the energization of saidmotors, a changeover switch for connecting said motors in difl erentrelations, a switching device for actuating said changeover switch,means comprising a circuit for energizing said device, and means forinterrupting said circuit upon any one 01 said controllers being out ofits off position or upon said motors being energized.

In testimony whereof, I have hereunto subscribed my name this thirteenthday of September, 1921.

OTTO VVORTMAN.

